Military
Non-Directional Tires(NDT) have been doing pretty well in a
wide range of conditions for over 60 years. They are limited to tube types and are
all bias ply. Sizes are also limited. By the way, the reason - the only
reason - the military changed to the non-directional tires was that they were NOT
DIRECTIONAL. Some of you use a farm tractor or know someone who
does. You know it's possible to drive a tractor into situations where it cannot
back out. Depending on the individual manufacturers, most DIRECTIONAL tractor tires
are 30% to 40% more effective than a non-directional tire going forward and about the same
amount LESS effective than a non-directional in reverse. The drill on mounting
directional tires on military vehicles was to mount the front tires "backwards"
for more traction in reverse. The thinking was that the driver could back out of a
bad situation and the directional tire would benefit from the engine weight.
Changing to the spare and normal tire replacement could result in having most or all the
tires turning "backward" at lower traction. The only way to have the
various tires all turning the best way would have required constantly remounting the tires
on the rims to suit their location on the vehicles.

There are two sizes of NDT for
military Dodges and "flatfender" POWER WAGONs. Each requires the correct rim. In addition
to having different rim widths, each of the rims has a different bead depth. Both
NDT have an indentation shaped to match the rim flanges. The indentation helps to
hold the split ring in place. Using the correct tire with the correct rim is a
critical safety issue.

The most common NDT is the 9.00 x
16 tire. It requires a 6.5" x 16" rim. This rim has a wider flange
to support the bead with the increased load capacity of the 9.00 x 16 tire.

Common to half-ton military Dodges
and the POWER WAGONs with lower weight capacity ratings are 7.50 x 16 tires
mounted on the 5.5" x 16" rim. In addition to being an inch narrower than
the other rim, this rim has other differences. Its bead is shallower. Do not use
9.00 x 16 tires on the 5.5" rims. With this shallow bead, the split ring is not
held in place when a 9.00 x 16 military NDT is mounted. There is a chance that the
larger tire could roll off the rim in extreme circumstances.

The 5.5" x 16" rim has a
greater offset than the 6.5" x 16" rim. The greater offset allows these
rims to be used in a dual configuration with 7.50 x 16 tires. Because of the
increased offset, these rims may not clear the brake drums when used on some trucks in
place of the 6.5" rims. When 9.00 x 16 tire are mounted on these rims, the
increased tire width added to the increased offset can result in the front tires rubbing
on the frame and suspension components when the steering wheel is turned very far in
either direction. And if 9.00 x 16 tires are "dualled" up on the smaller
rims, the larger tire size can let the inner sidewalls rub increasing wear and the chance
of tire failure.

New 7.50 x 16 Military NDT. Note narrow indentation in tire casing
at tire bead to match shallow bead of 5.5" x 16" rim. The raised triple
rings will be visible when the tire is mounted.

This content is from a
post on Steel Soldiers and is awaiting editing. It appears to be very good
information.

The way
that the deuce rims are designed are in some opinion - safe. So here it is, with
the rubber on the rim and the bead in its normal location, the rings cannot come
off. The rubber bead edge is over the ring so, the ring cannot expand to come
off of the lip on the main rim because the rubber bead is locking the ring into
place. To take off the ring you need to deflate the tire and collapse the bead
edge back/inboard enough so that it gives the ring clearance so you can walk the
ring off over the lip edge on the main rim unit. The problems that I have heard
about are from improper rubber install on the rim and the ring not seating
behind the lip on the main rim. The other possibility is if the lip on the main
rim is rusted or corroded enough maybe the ring could shoot off perpindicular to
the truck, but the lip would really have to be scary looking and you'd probably
pick up on it. Although crap happens if you abuse your truck. Good luck, I hope
this helps ease your concerns for split rims. The mil. used this design from
what I know of to facilitate tire/rubber changes in the field with out a tire
machine as is required for one piece rims.

Because it is difficult to find
7.50 x 16 tires in NDT, or almost any other tire design, there are many 5.5" x
16" rims around with 9.00 x 16 tires mounted on them. If you were a stranger
to whom I was selling a Power Wagon, I'd be tempted to dump all my extra 5.5" x
16" rims on you and keep the stronger, safer 6.5" x 16" rims for myself.
Because of the deeper bead, the 6.5" x 16" rims work well with many 9.00
x 16 replacement tires. I have used Power King 9.00 x 16 directionals and 38 x 13 x
16 Super Swampers with these rims. I have one M-101 3/4 ton trailer with 9.00 x 16
Goodyear High Miler highway treads. Some of my friends run the NATO 11.00 x 16 tires
on the 6.5" x 16" rims with excellent results.

Commercially produced
mud and snow tires in the standard 9.00 x 16 size for military Dodges and POWER WAGONs are not
usually stocked but are readily available by special order from most tire dealers and by
catalog from many agricultural and industrial supply centers. Inner tubes and flaps
are also available.

Combat wheels appeal to many military Dodge and POWER WAGON owners for their
"macho" looks. Many of them are being used on other than T-214 and T-223 Dodges.
They are designed to keep the tire on the rim in spite of battle damage to the
tire or inner tube.

Combat wheels are significantly heavier than the other wheels. This is evidenced by the size of
the wheel balancing weights welded to them. Tire balancing weights are
mounted temporarily since the greatest imbalance is from the tires and not from
the wheels. Anything to do with balancing tires would not
be welded to the wheels because tires are changed and require removable tire balancing
weights.

The welded wheel balancing weights should not be touched when replacing tires. In fact, the greater weight of the combat wheels works to our advantage when
addressing combined wheel and tire balance. It takes a higher amount of tire imbalance to
upset the greater inherent balance of these heavy wheels.

The main disadvantage to the extra weight of the wheel and tire assembly shows up when you
have to handle it while changing a flat. And you won't be driving fast enough to justify a
discussion of unsprung weight and its effect on handling.

Because the wheel side ring is released by unbolting, the danger inherent to
locking rings is eliminated. My experience has been that
rolling a short distance with just enough air pressure to prevent rim cutting will help in
breaking loose the beads and facilitate removing the tire on a combat rim. A tire mounting
lubricant helps here. Then, lay the wheel and tire assembly flat with the wheel side ring
up. Apply penetrating oil to the wheel side ring and allow it to work its way between the
circumference of the ring and the wheel. This helps the ring to be pried out more easily.

Many of the combat wheels we find now do not have the Bead Lock Ring and lack the run-flat
capability that was the purpose for the combat wheel design.

Combat wheels have the same 1.429" bead seat as the 6.50 x 16
rims of the POWER WAGON and the M-37. All these wheels work well with the 11.00 x 16, Michelin XL radials. I have no competent information about using the bead lock rings (if you have them) with
these radial tires.

The beadlock ring is Part Number 922408, the 10 Side Ring Bolts
are Part Number 924624, and the 10 Side Ring Bolt Nuts are Part Number 924799.

NOTE: Army Technical Manual 9-808 has specific directions for
assembling the wheel side ring relative to the cut outs in the ring.